Internal-combustion engine



M. MALLORY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNF 19, 1919.

79 1 1 5 Patented May 24, 1921.

2 SHEETS-SHEET I.

woc/wboz MMaZZ07"% I Qua M0410 @pmw APPLICATION FILED JUNE I9, I9I9.

Patented May 24, 1921.

2 SHEETSSHEET 2- Witneoo UNITED STATES PATENT OFFICE.

MARION MALLORY, 0F WIGEITA, KANSAS.

INTERNAL-COMBUSTION ENGINE.

Application filed June 19, 1919. Serial No. 805,383.

To all whom it may concern:

Be it known that I, MARION MALLORY, a citizen of the United States, residing at Wichita, in the county of Sedgwick and State of Kansas, have invented certain new and useful Improvements in Internal-Combustion Engines; and I do declare the fol lowing to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it ap ertains to make and use the same;

y invention has for its object to provide an extremely simple, yet a highly efiicient and reliable connecting means" between the pistons and cranks of internal combustion engines, for producing maximum compression when the crank is past dead-center, thereby allowing the full expansive force of the gases to be exerted to turn the crank instead of forcing directly down thereon as now occurs with internal combustion engines when the engine is timed to fire on maximum compression. wear on the crank-shaft and connecting-rod bearings, and vibration arethus prevented, and in addition, the piston is caused to move more slowly when the valves are only partially open, thereby producing better results than when rapid movement of the piston takes place with only a partly opened valve.

With the foregoing in view, the invention resides in the novel construction and arrangement of parts hereinafter described and claimed, reference being made to the accompanying drawings.

Figure 1 is a vertica section of an engine embodying my improvements.

Fig. 2 1s a sectional view on the plane of line 2-2 of Fig. 1, showing the crank at the limit of its upward movement.

Fig. 3 is a diagram showing'the relation of parts when the crank has swung slightly past its center.

In' the drawings abovebriefly described, the numeral 1 designates an engine cylinder, 2 has reference to the piston, 3 designates thecrank-shaft, and 4 refers to the crankpin of one of the cranks 5. Between the piston 2 and the crank-pin 4, the present 1m rovements are located.

slide 6, preferably in the form of a metal sleeve, is slidably mounted in the piston, in contact with the wall of the latter, and a gudgeon pin 7 spans said sleeve. A connecting-rod 8 rises from the crank'pin 4 to the pin 7. I prefer to pass the pin 7 Spark knocks, excessive.

to the body portion of said rod and is shown secured to a second pin 12 carried by the forked lower end of a swinging link 13 which is pivoted at its upper end to the piston 2 by a gudgeon pin 14. Since the pin 12 is secured to the rod 8, its ends must turn in bearings 15 at the lower forked end of the link 13. I prefer to pass the pin 12 through an opening 9 in the upper end of the connecting-rod 8, clamping it in place by the same screw 10 which holds the pin 7.- The pins 7 and 14 are received in suitable 0 enings in the piston wall and may be held there-in by split rings 16 snapped into grooves 17.

When the crank 5 reaches the limit of its upward movement, the several parts stand as seen in Fig. 2, and it is with the parts so positioned that ignition takes place in a great number of internal combustion engines when the spark is advanced. The resultant explosion produces adirect downward pound on the crank-shaft, produces what is known as a spark knock and causes great wear on all of the bearings, as well as producing an undesirable amount of vibration. B use of my invention, however, these diflicu ties are overcome, and the maximum force may be obtained from the ex- -3. Thus, when the spark is snapped and the charge of gas is expanded, the full force of said expanding as is utilized to turn the crankshaft, pro ucing no knock or vibration and consequently exerting no great strain on any parts of the motor. Furthermore, the arrangement which I employ insures that when the intake and exhaust valves are only partly open, the piston shall move at a slower speed than in the ordinary internal combustion engine, thus. insuring that the gas shall be drawn in in greater abundance, and that the exhaust gases shall be more completely driven fromthe cylinder.

I have shown but one form of theengine for illustrative purposes, but within the scope of the invention as claimed, numerous changes may well be made.

I claim:

An internal combustion engine comprising acylinder, a crank shaft at the inner end of said cylinder, a hollow piston within said cylinder having an open end facing said crank shaft, a sleeve slidable within the open end of said piston, a gudgeon pin extending across said sleeve, a connectlng rod between said gudgeon pin and said crank shaft, the outer end of said connecting rod having an opening snugly receiving the center of said gudgeon pin, said connecting rod extending outwardly from said gudgeon pin at an obtuse angle to the length of said connecting rod, a second gudgeon in extending across the hollow piston, a ink mounted at its outer end on said second gudgeon pin, the inner end of said link being forked and straddling said extended end of the connecting rod, a third pin extending through the forked end of said link and extended end of the connecting rod, the latter being split between said third pin and said first named pin, and a screw passing through said extended end of the connecting rod between said first and third pins for clamping them tightly in place.

In testimony whereof I have hereunto set my hand.

MARION MALLORY. 

